JP6248654B2 - Clutch pressure control device - Google Patents

Description

  The present invention relates to a clutch pressure control device, and more particularly to a clutch pressure control device that controls a clutch pressure of a clutch for transmitting an output of a prime mover to a transmission.

  In the hydraulic control of the wet clutch, the pressure of the hydraulic fluid of the clutch, that is, the clutch pressure is raised to the torque transmission start point, and then changed to the clutch pressure calculated from the command torque. However, in a stepped automatic transmission including a sleeve having a synchromesh mechanism and a wet clutch, such as DCT (Dual Clutch Transmission), the hydraulic fluid of the clutch is synchronized before the synchromesh mechanism is synchronized with the transmission gear. If the clutch pressure increases until the torque transmission is started by starting the charging of the engine, the drag torque increases, and the synchromesh mechanism becomes difficult to synchronize with the transmission gear.

  Therefore, such a stepped automatic transmission generally shifts the sleeve of the target transmission gear stage to the target transmission gear, and after the synchromesh mechanism synchronizes with the transmission gear, the hydraulic fluid of the clutch Is started to increase the clutch pressure.

  On the other hand, in Patent Document 1, in DCT, on the input shaft side that is not transmitting power, a sleeve is previously meshed with a transmission gear that is predicted to be selected next, and torque transmission is started. It has been proposed to shorten the shift time from the shift operation to the completion of the shift by increasing the clutch pressure until just before.

Japanese Patent No. 5260227

  However, as shown in FIGS. 6B and 6E of Patent Document 1, the sleeve is pre-engaged with the transmission gear (third speed) that is predicted to be selected next, and the subsequent time t1. The clutch hydraulic pressure is increased by a specified pressure until the second clutch hydraulic pressure is just before the torque transmission is started, and the second clutch is in a state immediately before the torque transmission is started. However, an increase in the clutch hydraulic pressure by a specified pressure may cause an overshoot of the actual clutch pressure, and the clutch may be engaged. Then, the unexpected shock by clutch fastening will generate | occur | produce and the driving | running | working performance of the vehicle was reduced.

  Accordingly, the present invention has been made to solve such a problem, and clutch pressure control capable of preventing the occurrence of clutch pressure overshoot and preventing the deterioration of the running performance of the vehicle. An object is to provide an apparatus.

A first aspect of the present invention selectively includes a prime mover that generates power for running a vehicle, a plurality of transmission gears and at least one sleeve, and the sleeve is moved to transmit power. A transmission that shifts power by meshing, a sleeve moving unit that moves a sleeve to switch a transmission gear that transmits power, a clutch that connects or disconnects the prime mover and the transmission according to clutch pressure, and a sleeve A clutch pressure control device for a vehicle , comprising: a sleeve position sensor that detects a position of the clutch; and a clutch pressure control unit that controls a clutch pressure according to the position of the sleeve detected by the sleeve position sensor. parts are characterized in that to initiate an increase in clutch pressure before the sleeve is moved to a position meshing with the transmission gear

  As a second aspect of the present invention, the clutch pressure control unit further increases the clutch pressure and completes the filling of hydraulic oil for fastening the clutch on the condition that the sleeve has moved to a position where it engages with the transmission gear. You may make it make it.

  As a third aspect of the present invention, the clutch pressure control unit may increase the clutch pressure every time the sleeve approaches the transmission gear by a predetermined amount.

  As described above, in the first aspect, the clutch pressure is gradually increased when the sleeve moves to the position where the sleeve is engaged with the transmission gear, so that the overshoot of the clutch pressure is prevented and the running performance of the vehicle is reduced. Can be prevented.

  In the first aspect, the clutch pressure is controlled in accordance with the position of the sleeve, so that charging of the hydraulic fluid of the clutch can be started before the sleeve meshes with the transmission gear. Even when the shift operation is performed intermittently, the shift time from the shift operation to the completion of the shift can be shortened.

  In the first aspect, the clutch pressure is gradually increased when the sleeve moves to the position where the sleeve meshes with the transmission gear, thereby suppressing the occurrence of overshoot of the actual pressure of the clutch. It is possible to prevent the actual pressure of the clutch from increasing to the torque transmission start pressure during synchronization with the synchronization with the synchromesh mechanism and the transmission gear.

  According to the second aspect, when the sleeve moves to a position where it engages with the transmission gear, it is possible to complete the filling of the hydraulic oil for further increasing the clutch pressure and fastening the clutch.

  In the third aspect, since the clutch can be filled with the hydraulic oil before the sleeve meshes with the transmission gear, the shift operation can be performed even when the shift operation is intermittently performed in a short period of time. It is possible to shorten the time after the operation until the filling of the hydraulic fluid of the clutch is completed, and the shift time can be shortened.

FIG. 1 is a configuration diagram showing a main part of a vehicle equipped with a clutch pressure control device according to an embodiment of the present invention. FIG. 2 is a block diagram showing the configuration of the control system of the vehicle equipped with the clutch pressure control device according to the embodiment of the present invention. FIG. 3 is a conceptual diagram showing a clutch pressure map referred to by the clutch pressure control apparatus according to the embodiment of the present invention. FIG. 4 is a flowchart showing a clutch pressure control operation of the clutch pressure control apparatus according to the embodiment of the present invention. FIG. 5 is a timing chart for explaining the operation of the clutch pressure control apparatus according to the embodiment of the present invention. FIG. 6 is a conceptual diagram showing another first example of the clutch pressure map referred to by the clutch pressure control apparatus according to the embodiment of the present invention. FIG. 7 is a conceptual diagram showing another second example of the clutch pressure map referred to by the clutch pressure control apparatus according to the embodiment of the present invention. FIG. 8 is a conceptual diagram showing another third example of the clutch pressure map referred to by the clutch pressure control apparatus according to the embodiment of the present invention.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. As shown in FIG. 1, a vehicle 100 equipped with a clutch pressure control device according to an embodiment of the present invention includes an engine 101, a transmission mechanism 10, a differential gear 104, a pair of shafts 103, and a pair of drives. And a ring 102.

  Engine 101 constitutes a prime mover that generates power for running vehicle 100. In the present invention, the prime mover may be configured by an electric motor instead of the engine 101.

  The speed change mechanism 10 is disposed between the drive output shaft 101 a of the engine 101 and the drive input shaft 104 a of the differential gear 104 and is mounted on the vehicle 100. The differential gear 104 distributes the rotational driving force of the engine 101 in accordance with the traveling state of the vehicle 100, and transmits it to the shaft 103 in which a pair of driving wheels 102 are connected to both ends.

  The speed change mechanism 10 is connected to the drive output shaft 101a of the engine 101 and is connected to the rotation input shaft 11 to which the rotational drive force is input. A shaft 12, a transmission 20 that is interposed between them to change the rotational driving force to a desired rotational speed and transmits it, and a first that performs engagement (engagement) or release with respect to the power transmission path of the transmission 20. The second clutches 31 and 32 are included.

  The speed change mechanism 10 mechanically executes speed change control for setting the rotational driving force of the drive output shaft 101a (rotational input shaft 11) of the engine 101 to a desired rotational speed, while driving the drive input shaft 104a (for the differential gear 104). It is adapted to be transferred to the rotary output shaft 12).

  The transmission 20 has a plurality of transmission gears 21 to 27 and at least one sleeve 35 to 38, and the sleeves 35 to 38 are moved to selectively engage with the transmission gears 21 to 27 for transmitting power, thereby providing power. The speed is changed.

  The speed change mechanism 10 distributes the reverse speed change gear (hereinafter also referred to as “reverse gear”) 27 together with the first to sixth speed change gears 21 to 26 to the two speed stages 20A and 20B, and the rotation input shaft 11 It is constructed as a so-called DCT that transmits and outputs the rotational driving force to the rotational output shaft 12.

  The first and second clutches 31 and 32 connect or disconnect the engine 101 and the transmission 20 according to the clutch pressure. Specifically, the first clutch 31 includes an odd-numbered shift stage 20 </ b> A of the first-speed, third-speed, and fifth-speed odd-numbered transmission gears 21, 23, 25 and the reverse gear 27 in the transmission 20. Is incorporated in a power transmission path from the rotary shaft to the rotary output shaft 12.

  Similarly, the second clutch 32 incorporates the even-numbered shift stage 20B of the second-speed, fourth-speed, and sixth-speed even-numbered transmission gears 22, 24, and 26 in the transmission 20 in the power transmission path. It has become.

  When one of the first and second clutches 31 and 32 is engaged and one of the gear stages 20A and 20B is incorporated into the power transmission path, the other is disengaged from the power transmission path. By shifting to the neutral state, the power transmission efficiency is not affected.

  The first and second clutches 31 and 32 have slidable engagement elements 31 a and 32 a, respectively, and the slidable engagement elements 31 a and 32 a are coupled to the common rotation input shaft 11. The first and second clutches 31 and 32 have slidable engagement elements 31b and 32b, respectively, and the slidable engagement elements 31b and 32b are connected to the gear stages 20A and 20B, respectively. In the gear stages 20A and 20B, transmission gears 21 to 27 are respectively arranged so as to be connectable and disengageable via sleeves 35 to 38 with a synchronization mechanism.

  The transmission gears 21 to 27 meshed with any one of the sleeves 35 to 38 transmit power to the rotary output shaft 12 via the driven gears 41 to 45. The reverse gear 27 is configured to transmit the reversely rotating power to the rotation output shaft 12 via the two driven gears 44 and 45.

  For example, the sleeve 35 of the gear stage 20A meshes with the transmission gear 21, then the slidable engagement elements 31a and 31b of the first clutch 31 are in the engaged state and the slidable engagement elements 32a and 32b are in the non-engaged state, that is, the released state Thus, a power transmission path to the rotary output shaft 12 via the driven gear 41, that is, a power transmission path including the sleeve 35, the transmission gear 21, the driven gear 41, and the rotary output shaft 12 is formed.

  Similarly, when the sleeve 35 is engaged with the transmission gear 23, a power transmission path including the sleeve 35, the transmission gear 23, the driven gear 42, and the rotation output shaft 12 is formed. Further, when the sleeve 37 is engaged with the transmission gear 25, a power transmission path including the sleeve 37, the transmission gear 25, the driven gear 43, and the rotation output shaft 12 is formed. Further, when the sleeve 37 is engaged with the reverse gear 27, a power transmission path including the sleeve 37, the reverse gear 27, the driven gears 44 and 45, and the rotation output shaft 12 is formed.

  Further, for example, the sleeve 36 of the gear stage 20B meshes with the transmission gear 22, and then the slidable engagement elements 32a and 32b of the second clutch 32 are in an engaged state, and the slidable engagement elements 31a and 31b are in an unengaged state, that is, By being in the released state, a power transmission path to the rotation output shaft 12 via the driven gear 41, that is, a power transmission path including the sleeve 36, the transmission gear 22, the driven gear 41 and the rotation output shaft 12 is formed.

  Similarly, when the sleeve 36 is engaged with the transmission gear 24, a power transmission path including the sleeve 36, the transmission gear 24, the driven gear 42, and the rotation output shaft 12 is formed. Further, when the sleeve 38 is engaged with the transmission gear 26, a power transmission path including the sleeve 38, the transmission gear 26, the driven gear 43, and the rotation output shaft 12 is formed.

  Thereby, the speed change mechanism 10 performs, for example, a speed change control for switching from any speed change gear of the speed change stage 20A that transmits the driving force of the engine 101 to the next speed change gear of the speed change stage 20B that is on standby. The first and second clutches 31 and 32 can be quickly engaged or disengaged, and the driving force generated by the engine 101 can be smoothly transmitted to the rotary output shaft 12.

  As shown in FIG. 2, vehicle 100 further includes an ECU (Electronic Control Unit) 50. The ECU 50 includes a computer unit that includes a central processing unit (CPU), a random access memory (RAM), a read only memory (ROM), a flash memory, an input port, and an output port.

  A program for causing the computer unit to function as the ECU 50 is stored in the ROM of the ECU 50 together with various constants, various maps, and the like. That is, in the ECU 50, the computer unit functions as the ECU 50 when the CPU executes a program stored in the ROM.

In this embodiment, the input port of the ECU 50, various comprising a shift sensor 52 for detecting a shift operation performed on the shift controller (not shown), a sleeve position sensor 55 to 58 for detecting the position of the sleeve 35 to 38, respectively Sensors are connected.

  On the other hand, the output port of the ECU 50 includes first and second clutch pressure solenoids 60 that engage or release the first and second clutches 31 and 32 according to the instruction clutch pressures to the first and second clutches 31 and 32. 61 and various control objects including shift actuators 75 to 78 for moving the sleeves 35 to 38 via shift forks 65 to 68 are connected.

  In the following description, the transmission gears 21 to 26 that transmit power after shifting are also referred to as “target gears”. Further, the sleeves 35 to 38 that mesh with the target gear after shifting are also referred to as “target sleeves”. The shift actuators 75 to 78 that move the target sleeve are also referred to as “target shift actuators”. The sleeve position sensors 55 to 58 for detecting the position of the target sleeve are also referred to as “target sleeve position sensors”. The clutches 31 and 32 that incorporate the target gear into the power transmission path are also referred to as “target clutches”. The first and second clutch pressure solenoids 60 and 61 for engaging or releasing the target clutch are also referred to as “target clutch pressure solenoids”.

  The ECU 50 controls various control objects based on information obtained from various sensors. In the present embodiment, the ECU 50 selects the target gear according to the detection results of the accelerator position sensor 150 that detects the depression amount of the accelerator pedal of the occupant and the output shaft rotational speed sensor 151 that detects the rotation of the rotation output shaft 12. The target shift actuator is controlled so as to move the target sleeve so that the target sleeve meshes with the target gear. Note that the ECU 50 determines the target gear on the condition that the shift operation is detected by the shift sensor 52, and controls the target shift actuator to move the target sleeve so that the target sleeve meshes with the target gear. May be.

  As described above, the ECU 50 forms a sleeve moving unit that moves the sleeves 35 to 38 in order to switch the transmission gear for transmitting power in cooperation with the shift forks 65 to 68 and the shift actuators 75 to 78.

  Further, the ECU 50 constitutes a clutch pressure control unit that controls the clutch pressure of the corresponding clutch in accordance with the position of the target sleeve detected by the target sleeve position sensor. For example, as shown in FIG. 3, the ROM of the ECU 50 stores a clutch pressure map in which the position Sp of the target sleeve and the clutch pressure Ps of the corresponding clutch are associated with each of the transmission gears 21 to 27. .

  These clutch pressure maps define the clutch pressure Ps from the neutral position Sn where the target sleeve is not engaged with any of the transmission gears 21 to 27 to the position where the target sleeve is engaged with the target gear (hereinafter also referred to as “gear-in position Ssht”). Yes.

  The clutch pressure Ps in these clutch pressure maps is lowest when the target sleeve is in the neutral position Sn, and torque transmission start pressure at which torque transmission is started by the target clutch when the target sleeve is in the gear-in position Ssht. It is defined that the clutch pressure increases every time the target sleeve approaches the target gear so that the clutch pressure immediately before Ptr (hereinafter, also referred to as “target clutch pressure Psht”) is obtained.

  In the present embodiment, in the clutch pressure map referred to by the ECU 50 when the target gear is the transmission gear 21, the position Sp of the sleeve 35 and the clutch pressure Ps of the first clutch 31 are associated with each other. Similarly, in the clutch pressure map referred to by the ECU 50 when the target gear is the transmission gear 23, the position Sp of the sleeve 35 and the clutch pressure Ps of the first clutch 31 are associated with each other.

  Further, in the clutch pressure map referred to by the ECU 50 when the target gear is the transmission gear 25, the position Sp of the sleeve 37 and the clutch pressure Ps of the first clutch 31 are associated with each other. Further, in the clutch pressure map referred to by the ECU 50 when the target gear is the transmission gear 27, the position Sp of the sleeve 37 and the clutch pressure Ps of the first clutch 31 are associated with each other.

  The clutch pressure map referred to by the ECU 50 when the target gear is the transmission gear 22 associates the position Sp of the sleeve 36 with the clutch pressure Ps of the second clutch 32. The clutch pressure map referred to by the ECU 50 when the target gear is the transmission gear 24 associates the position Sp of the sleeve 36 with the clutch pressure Ps of the second clutch 32. Further, in the clutch pressure map referred to by the ECU 50 when the target gear is the transmission gear 26, the position Sp of the sleeve 38 and the clutch pressure Ps of the second clutch 32 are associated with each other.

  Thus, the ECU 50 specifies the target gear according to the detection results of the accelerator position sensor 150 that detects the amount of depression of the accelerator pedal of the occupant and the output shaft rotational speed sensor 151 that detects the rotation of the rotation output shaft 12. The clutch pressure map corresponding to the specified target gear is referred to, and the clutch pressure Ps of the corresponding clutch is controlled according to the position Sp of the target sleeve.

  Specifically, the ECU 50 controls the state of the corresponding clutch by controlling the hydraulic oil pressure of the target clutch pressure solenoid with the clutch pressure Ps corresponding to the position Sp of the target sleeve.

  Further, the ECU 50 further increases the clutch pressure Ps to a predetermined value Pc higher than the torque transmission start pressure Ptr on the condition that the target sleeve has moved to a position where the target sleeve meshes with the target gear, and connects the engine 101 and the transmission 20. The filling of the hydraulic oil for performing the operation is completed at an early stage.

  The clutch pressure control operation of the clutch pressure control apparatus according to the embodiment of the present invention configured as described above will be described with reference to FIG. In addition, in the clutch pressure control operation described below, the operation related to the release of the gear before shifting is well known, and thus the description thereof is omitted. The clutch pressure control operation described below starts when the ECU 50 detects a change in the target gear according to the detection results of the accelerator position sensor 150 and the output shaft rotational speed sensor 151.

  First, the ECU 50 specifies a target gear according to the detection results of the accelerator position sensor 150 and the output shaft rotational speed sensor 151 (step S1). When the target gear is specified from the shift operation detected by the shift sensor 52, in step S1, the ECU 50 selects the neutral position, the parking position, the upshift request from the sixth gear, or the first gear from the first gear. When the target gear cannot be specified, such as a downshift request, the clutch pressure control operation is terminated.

  Next, the ECU 50 controls the target shift actuator to move the target sleeve (step S2), refers to the clutch pressure map corresponding to the target gear, and corresponds to the position Sp of the target sleeve detected by the target sleeve position sensor. Thus, the clutch pressure Ps of the corresponding clutch is controlled (step S3).

  Next, the ECU 50 determines whether or not the position Sp of the target sleeve detected by the target sleeve position sensor is at the gear-in position Ssht (step S4). Here, if it is determined that the position Sp of the target sleeve is not in the gear-in position Ssht, the ECU 50 returns the clutch pressure control operation to step S2.

  On the other hand, if it is determined that the position Sp of the target sleeve is at the gear-in position Ssht, the ECU 50 further increases the clutch pressure Ps of the corresponding clutch to a predetermined value Pc, and completes the filling of the hydraulic fluid of the corresponding clutch. (Step S5), the clutch pressure control operation is terminated. Here, the clutch pressure when the filling of the hydraulic fluid of the corresponding clutch is completed is slightly lower than the torque transmission start pressure at which the corresponding clutch can be engaged, and becomes a pressure at which the corresponding clutch can be immediately engaged.

  The operation of the clutch pressure control operation described above will be described with reference to FIG. At time t1, when the target gear is specified by the ECU 50 according to the detection results of the accelerator position sensor 150 and the output shaft rotational speed sensor 151, the target sleeve position sensor detects the target gear based on the clutch pressure map corresponding to the target gear. The ECU 50 controls the clutch pressure Ps of the corresponding clutch according to the detected position Sp of the target sleeve.

  From time t1 to time t2, the ECU 50 controls the clutch pressure Ps of the corresponding clutch corresponding to the position Sp of the target sleeve detected by the target sleeve position sensor based on the clutch pressure map corresponding to the target gear.

  At time t2, when the position Sp of the target sleeve detected by the target sleeve position sensor moves to the gear-in position Ssht, the clutch pressure Ps becomes the target clutch pressure Psht. Here, the clutch pressure Ps is further raised by the ECU 50 to a predetermined value Pc higher than the torque transmission start pressure Ptr, and the filling of the hydraulic fluid of the corresponding clutch is completed at time t3.

  As described above, in the present embodiment, the clutch pressure Ps is gradually increased when the target sleeve moves to the position where the target sleeve meshes with the target gear. It is possible to prevent the running performance from being deteriorated.

  Further, according to the present embodiment, by controlling the clutch pressure Ps of the corresponding clutch according to the position Sp of the target sleeve, it is possible to start filling the hydraulic oil of the clutch before the target sleeve is engaged with the target gear. Therefore, even when the shift operation is intermittently performed in a short time, the shift time from the shift operation to the completion of the shift can be shortened.

  Further, the present embodiment suppresses the occurrence of clutch pressure overshoot by gradually increasing the clutch pressure when the sleeve moves to the position where it engages with the transmission gear, and the synchromesh mechanism is synchronized with the transmission gear. It is possible to suppress the actual pressure of the clutch from increasing to the torque transmission start pressure and preventing the synchronization between the synchromesh mechanism and the transmission gear.

  Further, in the present embodiment, when the target sleeve moves to a position where it engages with the target gear, the clutch pressure Ps is further increased from when the corresponding clutch is in a state immediately before the torque transmission is started. The hydraulic oil filling can be completed.

  In the present embodiment, as shown in FIG. 3, as a clutch pressure map in which the position Sp of the target sleeve and the clutch pressure Ps of the corresponding clutch are associated, as the target sleeve approaches the gear-in position Ssht, The example in which the clutch pressure Ps increases gradually toward the target clutch pressure Psht has been described.

  On the other hand, as shown in FIG. 6, as the clutch pressure map, before the target sleeve approaches the gear-in position Ssht, the clutch pressure Ps is increased so as to become the target clutch pressure Psht, and the position Sp of the target sleeve becomes the gear-in position Ssht. Until it becomes, you may use what maintains the clutch pressure Ps with the target clutch pressure Psht.

  Further, as the clutch pressure map, as shown in FIG. 7, the clutch pressure Ps may increase stepwise toward the target clutch pressure Psh as the target sleeve approaches the gear-in position Ssht.

Further, as shown in FIG. 8, the clutch pressure map divides the range of the target sleeve from the neutral position Sn to the gear-in position Ssh into a plurality of sections, and the clutch pressure Ps increases in a different manner up to each specified pressure in each section. Alternatively , the clutch sleeve having the clutch pressure Ps that becomes the target clutch pressure Psht when the target sleeve is at the gear- in position Ssht may be used.

  Although the embodiments of the present invention have been disclosed above, it is obvious that those skilled in the art can make modifications without departing from the scope of the present invention. All such modifications and equivalents are intended to be included in the claims recited in the claims.

20 Transmission 21-27 Transmission gear 31 First clutch (clutch)
32 Second clutch (clutch)
35 to 38 Sleeve 50 ECU (sleeve moving part, clutch pressure control part)
55-58 Sleeve position sensor 65-68 Shift fork (sleeve moving part)
75-78 Shift actuator (sleeve moving part)
100 Vehicle 101 Engine (Motor)
102 Sleeve moving part 103 Clutch pressure control part

Claims (3)

A prime mover that generates power to drive the vehicle;
A transmission having a plurality of speed change gears and at least one sleeve, wherein the sleeve is moved and selectively engaged with a speed change gear that transmits the power;
A sleeve moving unit that moves the sleeve to switch a transmission gear that transmits the power;
A clutch that connects or disconnects the prime mover and the transmission according to clutch pressure ;
A sleeve position sensor for detecting the position of the sleeve;
A clutch pressure control device for a vehicle , comprising: a clutch pressure control unit that controls the clutch pressure according to a position of the sleeve detected by the sleeve position sensor ;
The clutch pressure control device, wherein the clutch pressure control unit starts increasing the clutch pressure before the sleeve moves to a position where the sleeve meshes with the transmission gear .   The clutch pressure control unit further increases the clutch pressure and completes the filling of the hydraulic oil for engaging the clutch on the condition that the sleeve has moved to a position where it engages with the transmission gear. The clutch pressure control device according to claim 1.   The clutch pressure control device according to claim 1, wherein the clutch pressure control unit increases the clutch pressure every time the sleeve approaches the transmission gear by a predetermined amount.

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